Daimler Funds 3D Printer for Auto Production

We've told you how Airbus and South African aerostructure manufacturer Aerosud are teaming up to develop 3D printing methods for large aircraft parts made of titanium. Now automaker Daimler AG has funded the development of a large build volume additive manufacturing (AM) system for use in automotive production.

The research, which resulted from a partnership between Fraunhofer Institute of Laser Technology and German company Concept Laser, has resulted in the X line 1000R system. Its build volume is 630mm x 400mm x 500mm (23.6 inches x 15.7 inches x 19.7 inches), among the biggest yet, and it has a layer thickness of 20 to 100 microns. The new machine was introduced at Euromold 2012 in late November.

The X line 1000R technology was based on Concept Laser's LaserCUSING selective laser sintering process for powdered metals. The new machine has a high-power laser in the kilowatt range, enabling as much as 10 times greater productivity compared to standard laser fusing machines, according to a press release.

Daimler AG has funded the development of the X line 1000R large build volume additive manufacturing (AM) system for use in automotive production. (Source: Fraunhofer Institute)

Daimler's main goal was to replace the costly and time-taking sand-casting and die-casting processes used to make large, metal functional components and technical prototypes. The aim was to do this while also increasing part size and maintaining the consistency of material properties between parts, with the intention of speeding development of complex, lightweight, highly rigid parts that will result in weight-optimized geometries. The automaker's additional needs included surface finish quality, as well as qualification of different aluminum series alloys for a range of applications.

Fraunhofer, which has conducted research in laser sintering processes for several years, designed the laser beam source and optical lens system to ensure faster build-up rates of different aluminum alloys. Its researchers also determined the process control needed to process the various alloys to create components with the desired mechanical properties, and how that would affect machine construction. The new machine's reduced build times were achieved by improving temperature control inside its build chamber, to avoid possible warping of the larger components.

Concept Laser says its LaserCUSING process produces metal objects that are denser and more durable than other laser sintering processes. Potential materials include high-grade steel alloys, tool steels, aluminum or titanium alloys, nickel-based superalloys, and cobalt-chromium alloys. Existing machines made by the company are used to fabricate both molds and direct-manufactured parts -- including prototypes and mass-produced components -- for medical, dental, automotive, and aerospace applications.

Industry collaboration between major car or plane manufacturers and organizations with domain expertise in materials, assembly, or both seems to be the name of the game these days. We've seen several such partnerships during the past year for developing carbon composites materials tailored for either automotive or aircraft manufacturing. The fact that this trend is coming to 3D printing and AM means that the technology as a whole has graduated from its R&D phase and is now poised to move into the mainstream.

Elizabeth, I think one of the things that makes it hard to wrap one's head around what this technology does, and can do, is calling it "printing." That label was applied for perfectly good reasons--the use of inkjet technology for laying down the layers--but it's also become confusing to many. OTOH, when I saw the first 3D models being made back in the late 80s, it was like looking at sci-fi ideas come alive. And that sense of wonder remains.

Jack, the main use for 3D technology in auto production began with making one-off parts for high-end racing and/or classic cars. That's where this technology has been proven out for automotive uses. The main issues now are figuring out how to make machines that can participate in the high-speed, high-volume production environment of mainstream car manufacturing. The links at the end of this article will tell you more.

Really, Ann? That's incredible...but I guess I should't be so surprised...there is a lot of investment in this technology these days. We've certainly come a long way form the days of the dot matrix!! (Sadly, I am old enough to remember!)

Just read anuother article someplace else that alluded to the use of 3D printers for autos. In that case, they were using them to make one-off parts for classic cars where you could no longer obtain the original.

Cabe, thanks for the input. This is definitely a high-end machine, not a competitor with Formlabs. I doubt the 1000R would be useful or cost-efficient for renting out to multiple users: it's a capital equipment purchase. Generally, owners of, say, semi fab equipment systems don't rent those out, either, even if they could be kept constantly running, and even if they were experienced EMS houses like Flextronics. However, that might be possible after a few more generations of this 3D technology, and after the system itself had been redesigned to accommodate that targeted use.

I am sure this is not priced for the hobbyist market. If one of these 1000R could be set up to print constantly for smaller projects, the individuals out there who need something made, could it be cost effective? Or is it just for printing high markup items, price intangibles.

Once litigation is over, Formlab's 20 micron printer may give this a run for its money, literally.

Charles' observation was the first thing that came to mind when I read this article's headline. However, even in mass production, the casting process is quite involved, requiring multiple steps. While the lost-foam casting has reduced the time considerably, the foam patterns themselves must be manufactured first, and then the sand poured around them to create the casting mold. When all the steps are added up, I wonder what the total time to cast a part is versus using rapid prototyping.

Another side benefit may be an environmental one - the sand used in metal casting usually absorbs toxic residue and must be treated before being disposed of. I do not know what is involved in this step, but do know that here in the North and South Carolina area, a company had to pay upwards of a half a billion dollars to clean up the waste sand that it unknowingly donated for projects around this region.

Chuck, Daimler's original intent was to replace die-casting and sand-casting of big metal components and prototypes. Apparently, the consistency of material properties between parts made with casting methods wasn't high enough. Neither is the part size: Daimler also wants to increase it, while maintaining light weight, by using this printer. That second reason is a pretty classic one in 3D printing of functional production parts.

I'm amazed by this. Automakers have always used high-volume production techniques for a good reason -- the auto industry is all about high volume. That's why engineers have always been willing to put up with the two- or four- or six-week timeframe that's required to build tooling. When the tooling is completed, they can build 400 or 500 parts an hour. Thousands of parts a day. I wonder what kind of parts Daimler plans to build with this technology?

Many of the new adhesives we're featuring in this slideshow are for use in automotive and other transportation applications. The rest of these new products are for a wide variety of applications including aviation, aerospace, electrical motors, electronics, industrial, and semiconductors.

A Columbia University team working on molecular-scale nano-robots with moving parts has run into wear-and-tear issues. They've become the first team to observe in detail and quantify this process, and are devising coping strategies by observing how living cells prevent aging.

Many of the new materials on display at MD&M West were developed to be strong, tough replacements for metal parts in different kinds of medical equipment: IV poles, connectors for medical devices, medical device trays, and torque-applying instruments for orthopedic surgery. Others are made for close contact with patients.

Focus on Fundamentals consists of 45-minute on-line classes that cover a host of technologies. You learn without leaving the comfort of your desk. All classes are taught by subject-matter experts and all are archived. So if you can't attend live, attend at your convenience.